Pilot and coupler structure



Jan. 11, 1938. F. H. EINWAECHTER, JR 2,104,857

PILOT AND COUPLER STRUCTURE Filed Dec. 12, 1935 e Sheets-Sheet 1 Jan. 11, 1938. F. H. EINWAECHTER, JR 2,104,357

PILOT AND COUPLER STRUCTURE Filed Dec. 12, 1935 6 Sheets-Sheet 2 l-IIIL Jan. 11, 1938. F. H. EINWAECHTER, JR 2,104,857

PILOT AND COUPLER STRUCTURE Filed Dec. 12, 1935 6 Sheets-Sheet 3 Jan. 11, 1938; F. H. EINWAECHTER. JR 2,104,357

I PILOT AND COUPLER STRUCTURE I Filed Dec. 12, 1935 6 Sheets-Sheet 4 1 2a 5 27 g; v 29 4 i 5/ 2e 27 g f 5 27 52 4 29 55 i f I z 7 I 25 1 I ,6 E91 9 Jan. 11, 1938. F. H. E'INWAECHTER, JR 2,104,857

PILOT AND COUPLER STRUCTURE Filed Dec. 12, 1955 6 Sheets-Sheet 5 Jan. 11, 1938.'

F. H. EINWAECHTER, JR PILOT AND COUPLER STRUCTURE Filed Dec. 12, 1935 6 Sheets-Sheet 6 Patented Jan. 11, 1938 PATENT OFFICE PILOT AND COUPLER STRUCTURE Frederick H. Einwaechter, Jr., West Halethorpe, Md., assignor to The Buckeye Steel Castings Company, Columbus, Ohio Application December 12, 192 5, Serial No. 54,139

14 Claims.

This invention relates to a pilot and coupler structure of that type in which the coupler at the head end of the locomotive or end of a car is mounted for movement from a working position in which it is adapted to function as a draft transmitting element to a non-working or retracted position in whichit is concealed or received in a receiving space or chamber formed in the pilot so that when out of service it does not project beyond the planeof any portion of the front of the pilot. Such couplers are mainly designed for double-heading or shifting purposes,-

and for emergency uses as when it is necessary to couple the locomotive to another piece of equipment in case of break downs, etc., and, an

' 'double-headingservice and time is lost in the so that in order to avoid'stoppage delays these manual operation of the couplerfpilot door, etc., in the coupling and uncoupling operations. Where, for example, a lead locomotiveis cut loose from a second locomotive pulling a train there is noway of retracting the coupler and closing the pilot door without stopping the train,

parts are left in open or projected position and are not only themselves liable to injury but may be factors in causing accidents or greater damage to the locomotive or an object struck thereby in the event of a collision.

One object of my invention is to provide means whereby the coupler may be power. moved to coupling and uncoupling positions by means under control of the engineer so that it may be operated for quick coupling and uncoupling actions without the loss oftime involved in manual operations, and while the locomotive is running. Y

Another object of the invention is to provide means whereby the pilot door or other coacting movable parts. may be operated simultaneously with the coupler.

Still another object of theinvention is to pro- .vide means whereby the coupler may be wholly manually operated where frequent and quick coupling actions are not required without intervention consists of the features of construction,

combination and arrangement of parts, hereinafter fully described and claimed, reference being had to the accompanying drawings, in which:-

Fig. 1 is a front elevation of the pilot of a locomotive embodying my invention, showing the coupler in retracted position, and also showing schematically the power control means mounted on the locomotive.

Fig. 2 is a top plan view of the same.

Fig. 3 is a view similar to Fig. 2 showing the coupler in coupling position.

Fig. 4 is a vertical section taken substantially on line :r:c of' Fig. 2.

Fig. 5 is a view showing a modification in the coupler and pilot door construction.

Fig. 6 is a perspective view showing the coupler projected and the coupler knuckle pin raised to set the coupler tor a coupling action.

Fig. '7 is a similar view showing the'knuckle pin in knuckle locking position and the coupler in position for a coupling action or to be .swung 'back to an inoperative position.

Fig. 8 is a horizontal section taken substantially on line y-y of Fig. 4.

Fig. 9 is a view similar to Fig. 4 showing a modified construction in which the coupler is mounted for manual operation only.

Fig. 10 is a,view showing a construction 01' coupler and pilot door which may be used in the structure shown in Fig. 9.

In the practical embodiment oi. my invention as herein disclosed, I have shown a pilot structure and mode of 'mounting the coupler which accords in general respects with that disclosed in my prior application Serial No. 756,351, filed December 6, 1934, wherein a metal pilot beam or bumper and coupler support or housing I is provided which is suitably secured to the front of the engine framing, and which comprisesas a unitary organization the pilot beam, the deck plate and the coupler bracket or housing. This beam structure l consists of a hollow, box-like or chambered central body portion having end extensions 3 cooperating therewith to form the pilot beam, the top wall 4 of the portion 2 comprising a deck plate, and said portion 2 also serving to form a mount and housing for the coupler 5 and housing or receiver for the air and steam line coupler hoses and associated cocks or other fixtures of the air and heating fluid line systems.

The body or housing portion 3 is open at the front and is provided therein with a partition 6 extending in a forward and rearward direction and dividing the housing into compartments 1 and 8, the compartment 1 being adapted to receive the coupler when in retracted position and the compartment 8 being adapted to receive the hose connections when not in use and also to receive a door (hereinafter described) when the coupler is swung outward to operative position. The coupler 5 is mounted for swinging movement into and out of its chamber or compartment l to operative and inoperative positions, respectively, on a vertical axis, and in the following manner.

The housing is provided at its base with an upstanding circular boss or table 9, and the deck plate or top plate of the housing is provided with a similar downwardly extending bearing boss l0. These bearing bosses are arranged in axial alinement and have arranged tnerein bearing bushings I I. In these bearing bushings are fitted bearings collars or sleeves l2 of external circular form and formed with angular bores through which extends an angular shaft l3 which has an annularly grooved upper end portion exposed in a recess M in the top of the housing and held in position against downward displacement by retaining means, such as a split washer l5. The central portion of this shaft I3 is exposed in the space between the bosses 9 and i0 and passes through a correspondingly shaped angular opening in the eye l6 of the coupler 5 which is accommodated in said space, and whereby the coupler is feathered to the shaft so as to be operated in its swinging movements thereby. Between the bosses 9 and I0 and the coupler eye l6 are disposed liners or wear plates I! which may be loosely disposed in place. In practice, liners of varying degrees of thickness may be applied at these points, as occasion requires, to maintain the coupler at a proper working level. A rod or lever I8 is pivotally connected at one end, as at [9, to a connection on coupler door bracket 25 Y to swing in a vertical plane and to swing horizontally with the coupler in its movements between operative and inoperative positions, and the opposite end of this rod or lever I8 is loosely engaged with an eye 20 formed on the upper end of the coupler knuckle latch pin 2|, whereby said pin may be raised and lowered to release or lock the coupler knuckle in the usual manner.

The pilot proper or pilot front 22, which is made of metal, may be of either fabricated or cast type-and either of solid or slatted type, a slatted type of pilot being herein shown. This pilot is suitably secured to the pilot beam and the engine frame and is designed to cover the front of the pilot beam and the coupler when the latter is in retractedposition. In the pilot 22 is formed a doorway or opening 23 arranged in alinement with the chambers I and 8,, which .pivot pin I9 of uncoupling r gging. The arms of this bracket are disposed above and below the coupler and between thewear plates 11 and bosses 9 and I0 and are apertured for the passage of the shaft I3, suitable bearing bushings 26 which may be integral with bushings l2 being fitted in the apertures of the bracket arms between the same and the shaft l3. The door 24 thus is mounted to swing with thecouplerin such manner that when the coupler is in the retracted position shown in Fig. 2 the door 24 will close the opening 23, while, when the coupler is in projected position, as shown in Fig. 3, the door 24 will be substantially at right angles to the pilot and so as to be partially received within the chamber 8. Instead of being formed independently of the coupler and mounted in the manner above described, the door may be cast as a unit with the coupler body, as shown in Fig. 5, in which the door 24a is represented as being cast integral with the eye and body portion of the coupler 5a at the knuckle side of the coupler.

The top or deck plate of the structure is provided with brackets 21 in which is journaled the uncoupling lever 28, said lever having operating handles 29 to adapt it to be manipulated at either side of the locomotive. This lever is provided with an arm 30 which is pivotally connected by a link 3| with the upper end of a knuckle pin operating rod or element 32 vertically slidable in the top or deck plate of the structure. The lower end of this rod or element 32 extends within the housing chamber 1 in the path of swinging movement of the lever l8 and is provided with a lateral lifting hook or projection 33 whereby the lever 18 may be operated to raise the knuckle latch pin to free the knuckle :1

for outward movement to coupling osition.

coacting edge of the door are recessed, as at 35, to allow the hand of an operator to be inserted for the purpose of grasping such edge of the door whereby the door may be manually swung open and the coupler simultaneously swung outward to the operative position shown in Figs. 6 and 7. In the outward movement of the door and coupler to such position the door is partially received within thechamber 8 ,and the knuckle latch pin lever l8 is brought into a position to overlie the hook 33 of the rod 32, so that by swinging the lever 28 upward by means of either handle 29 the latch lever l8 will be liftedand will lift the latch to the knuckle releasing position shown in Fig. 6. In this position of the latch pin the knuckle may be grasped and swung outward for coupling coaction with a cooperating coupler, the pin 2| being held in its raised position, when the lever 28 is allowed to drop back to normal position, by engagement of its retaining shoulder with the top of the coupler until released in the coupling action to lock the knuckle incoupling engagement with the coacting ceupler.

Fig. 7 shows the parts of the coupler in the positions they occupy when the coupler is projected and with the latch pin depressed to lock the knuckle against movement in closed position, and also indicates the position of the parts of the coupler either preparatory to releasing knuckle for a coupling action or preparatory to the swinging movement of the .coupler back from coupling to uncoupling position, in which position of the parts the lever 28 and lifting rod or pin 32 are in normal position. With the parts of the coupler in this position the lever 38 may be operatedto release the latch pin for a coupling action or the door 24 may be grasped by the operator and used as an operating handle or lever to swing the coupler back to inoperative position.

Thev power means for swinging the coupler and door to and from coupling position comprises a motor in the form of a cylinder .36 suitably supported upon the base of the pilot beamv and a piston '31 mounted therein, the cylinder and piston being of double acting type. To the piston 31 is connected a rod leading outwardly at one end of the cylinder and coupled by a connecting rod 38 with a crank arm 39 fixed upon the lower end of the shaft IS. The piston is movable in opposite directions in the cylinder by fluid pressure to transmit through the connecting rod 38 swinging movements to the coupler to swing the same inwardly or outwardly. Pipes 40 and 4| are connected with the ends of the cylinder and lead therefrom to a control valve 42 mounted at some suitable point within the cab of the locomotive, a portion of which is conventionally illustrated at 43, whereby the supply of fluid pressure to and its exhaust from the cylinder may be controlled. The pipes 40 and 4 I- act alternately as fluid supply and exhaust pipes and the valve 42 is a four-way valve having a neutralposition and movable therefrom in opposite di-' rections to working positions for fluid supply and exhaust actions to effect the reverse swinging movements of the coupler. The fluid pressure employed may be either compressed air or steam supplied from the boiler or air .brake system of the locomotive, and the valve 42 is provided with suitable ports and passages for establishing communication between the source of supply of pressure fluid, the cylinder and the atmosphere for a proper working operation of the parts. When the valve is in neutral position, it connects both pipes 40 and M, and consequently both ends of the cylinder 36 with the atmosphere, so that the piston may move unrestrictedly in the cylinder, allowing the coupler to be manually swung into and out of coupling position without interference from the piston. When the valve is moved to one working position from neutral position pipe' 40 will be connected with the source of pressure sup.- ply and pipe 4| with the atmosphere for a working movement of the piston in one direction. When, on'the other hand, the valve is moved to the opposite worki g position pipe M will be connected with the source of pressure supply and pipe 40 with the atmosphere for movement of the piston in the opposite direction. Thus it will be understood that by means of this power mechanismv the-engineer from his position in the cab may swing'the' coupler either inwardly or outwardly, from inoperative to operative or coupling position, and viceversa, thus obviating the necessity of these operations being performed manu ally and also obviating the necessity of the passage of a trainman in front of the locomotive in order toperform such operations or of the locomotive being stopped to. enable these operations to be carried out.

It will be evident from the foregoing description that the operations of swinging the. coupler into and out of working position may be manu-' ally performed whenever desired, as when rapid coupling and uncoupling operations are not necessary, or in the event of the power mechanism becoming inoperative from any cause. As stated, however, there are conditions under which it is necessary and desirable to couple and uncouple quickly in everyday double heading service, in order .to save the time lost in the manual operamechanism allows valuable time in this connection to be saved as by its use the engineer may automatically swing the coupler outward for coupling action or inward after an uncoupling action, as, for example, from a double headed lead locomotive or switch engine, and avoiding the necessity of a trainman passing between the engines in coupling and uncoupling operations, as the lever 28 may be operated by a'trainman standing at either side of the locomotive or upon one of the pilot steps. The power mechanism will be found of special advantage for use under conditions where in double heading service the lead locomotive is cut loose from the train locomotive and it is desired to retract the coupler and close the pilot door without stopping the train to allow such operation to be manually per-' formed. Under ordinary conditions of this character the coupler, after a quick uncoupling action, is allowed to remain in projected position-in order to avoid stopping the train, but this is objectionable as when the coupler and pilot door are left in projected position, they are not only liable to be injured but may become factors in causing accidents or greater damage to the locomotive or an object struck thereby in the event of a collision than would be the case if such parts were in retracted position. The power mechanism employed effectually overcomes this objection, as soon as the lead locomotive is "cut loose and draws ahead, the engineer of the second locomotive may, by manipulation of the control valve, simultaneously swing the coupler back to an inoperative position and close the pilot door.

A'spring or other suitable cushioned buffer 44 is arranged in the housing chamber 8 and mounted on the partition 6. This buifer is arranged to lie in the path of movement of the door 24 at thelimit of its opening movement and cushions the same to prevent slamming. This bufier also allows a proper degree of side play of the coupler in such direction.

Figs. 1 to 8, inclusive, show, as above described,

a coupler adapted to be either manually or power.

operated at will. The coupler may, however, be constructed solely for manual operation, in which event, the power cylinder and coacting control elements will be dispensed with and the coupler 5b, as shown in Fig. 9, may be mounted to swing on and about a pivot pin l3a taking the place of the angular shaft l3. This pin is of circular cross-section and may be provided at its upper end with a head IN) to hold it from downward displacement and apertured at its lower end to receive a cotter pin l3c or' the like to hold it from upward displacement. The coupler 5b in .this case, as shown in Fig. 10, may be similar to the coupler shown in Fig. 5 and carry a door 24b, which may be cast therewith, and the eye l6a of the coupleris provided with a circular bore for passage of thepin I30 and to mount it to swing stood by those versed in the art without a further and extended description, and it will be seen that provision is made whereby the coupler and pilot door may be either manually operated, in

which action the pilot door may be used as a convenient operating handle or may be power operated by the engineer from his position within the cab. While the structure disclosed for the purpose is preferred, it will, of course, be understood that it is merely exemplificativein character, and that changes in the form, construction and arrangement of the parts may be made at will within the scope ofthe appended claims, without departing from the spirit or sacrificing any of the advantages of the invention.

What I claim is:

1. In combination, a vehicle, apilot housing.

thereon having a doorway therein, a coupler mounted for movement through said doorway between operative and inoperative positions respectively in front and in rear of the pilot, and a door for closing said doorway, saiddoor being connected with the coupler and forming a handle for manual manipulation thereof.

2. In combination, a vehicle, a pilot housing thereon having a doorway therein, a coupler mounted for movement through said doorway between operative and inoperative positions respectively in front and in rear of the pilot, a door for closing said doorway, said door being connected with the coupler for movement therewith and forming a handle whereby the coupler may be manually operated, and cushioning means for cushioning. the movements of the coupler in its iii movement to operative-position;

3. In combination, a vehicle, a pilot housing thereon having a ,doorway therein, a coupler mounted for movement through said doorway between operative and inoperative positions respectively in front and in rearof the pilot, a door for closing said doorway, said door being connected to the coupler and forming an operating handle whereby the coupler may be manually operated, and cushioning means orr the housing mounted in the housing for swinging movements into and out of the housing through said door way, a door for. closing the doorway, said door being connected to the coupler 'and forming a handle whereby it may be manually operated, cushioning means for limiting the swinging movement ofthe coupler to operative position, and power means for operating the coupler.

6. In improvements of the character described, a locomotive piot having a pocket, a coupler adapted .to be housed in the pocket and movably mounted to permit the same to be moved from a position within the pocket to coupling position and vice versa, said coupler having a pilot-contoured plate substantially conforming with the contour of the pilot when the coupler is in housed position.

7. In improvements of the character described, a locomotive pilot having a pocket, a coupler adapted to be housed in the pocket and movably mounted to permit the same to be moved from a position within the pocket to coupling position and vice versa, said coupler having a pilot-contoured plate substantially conforming with the contour of the pilot when the coupler is in housed position, and latching means for holding the coupler in housed position.

8. In improvements of the character described, a locomotive pilot having a pocket, a coupler adapted to be housed in the pocket and movably mounted to permit the coupler to be moved from a position within the pocket to coupling position and vice versa, said coupler having a pilot-contoured plate substantially conforming with the contour of the pilot when the coupler is in housed position, said coupler having a lock lifting element, and means operatively associated with the pilot for actuating said element.

9. In mechanism of the character described, a locomotive pilot having a pocket, a coupler pivotally connected to the pilot and adapted to be .housed within said pocket, said coupler having with the contour of the pilot when the coupler is in housed position, and power means operatively connected to the coupler for moving the latter into and out of coupling position.

11. In improvements of the character. de-

scribed, a locomotive pilot having an internal pocket, at coupler adapted to be housed in the pocket and movably mounted to permit the same to be moved from a position within the pocket to coupling position and vice versa, said coupler having a pilot contoured plate substantially conforming with the contour of the pilot when the coupler is in housed position, said'coupler' having a knuckle and a vertically movable latch pin for locking and releasing the knuckle, a vertically swinging knuckle controlling element mounted for movement with the coupler and connected with said pin, and manually operable means on the vehicle for controlling the pin including a vertically slidable member extending from the pocket to the exterior of the pilot and normally disconnected from said element but arranged to be engaged therewith when the coupler is in operative position.

12. In improvements of the character described, a locomotive'pilot having an internal pocket, a coupler adapted to be housed in the pocket and movably mounted to permit the same to be moved from a. position within the pocketto coupling position and vice versa, said coupler having a knuckle and a vertically movable latch pin for locking and releasing the knuckle, a vertically swinging pin operating element connected with the pin and movable with the coupler, an

, uncoupling lever arranged on the pilot exteriorly of the pocket, and a vertically sliding pin actuating member operated thereby, said pin actuatfrom a position within the pocket to coupling position and vice versa, said coupler having a pilot contoured plate substantially conforming 'with the contour of the pilot when the coupler is in housed position, said plate being movable with the coupler, a fluid pressure cylinder and piston operatively connected to the coupler for power shifting the same, and a control valve governing the supply of fluid pressure to the cylinder for shifting the coupler in either direction, said valve having a position in which it vents both ends of the cylinder.

FREDERICK H. EINWAECHTER, JR. 

